Safety-valve for car-heaters



(No Model.) 2 Sheets-Sheet 1.

' C. F. MURDOGK.

SAFETYYALVE FOR GAR HEATERS.

No. 406,290; Patented July 2, 1889.

(No Model.) I -2 Sheets-Sheet 2.

0. F. MURDOGK. SAFETY VALVE FOR GAR HEATERS.

No. 406,290. I Patented July 2, 1889.

INVENTOR @ZmMJW V J,

WITNESSES:

I fiw er, wmln i m'o UNITED STATES PATENT OFFICE.

CHARLES F. MURDOCK, OF DETROIT, MICHIGAN.

SAFETY-VALVE FO R CAR- H EATERS.

SPECIFICATION forming part of Letters Patent No. 406,290, dated July 2,1889.

Application filed October 26, 1888. Serial No. 289,230. (No model.)

To all whom it mag concern:

Be it known that I, CHARLES E. IWIURDOOK, a citizen of the UnitedStates, residing at Detroit, in the county of lVayne and State ofMichigan, have invented certain new and useful Improvements inSafety-Valves for Car- Heaters; and I do hereby declare the following tobe a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and-usethe same.

This invention has relation to certain new and useful improvements invalves for carheaters; and it has for its object the construction of adevice of this character particularly adapted for use in connection withmeans for heating railway-cars by steamor hot water, and which willprevent the occurrence of those accidents liable to arise from the useof such means as a heating medium in the event of an accident to thetrain.

To this end my invention consists in certain peculiarities in theconstruction, arrangement, and combination of parts, substantially aswill be hereinafter described, and particularly pointed out in thesubjoined claims,

In the accompanying drawings illustrating the invention, and in whichthe same letters of reference refer to the same parts in all thefigures, Figure 1 is a vertical section of my improved safety and reliefvalve, and clearly shows the arrangement of the internal mechanism; andFig. 2 is a detail plan view of the concave disk and the pocketsurrounding the same. Fig. 3 is aview of a locomotive andpassenger-coach, the latter in section, showing the relation of thevalve to the coach and the conducting-pipes to the locomotive.

A represents the main valve body or casing, which is constructed of anysuitable size, form, or material, and preferably terminates in arecessed extension A to receive the extremity of the valve-rod. Thecasing A is formed or provided with lower inlet-opening B, havingcoupled thereto the conductingpipe B, and intermediate outlet-opening 0,having coupled thereto the conducting-pipe C, said openings being,respectively, situated on opposite sides thereof, the inlet-opening Bbeing coupled to the conducting-pipe B, as shown in Fig. 3, and theoutlet 0 coupled to the conducting-pipe C, and also with a secondaryoutlet-opening D, situated above the inlet-pipe B and havingcommunication with the exterior of the locomotive or car within whichthe device is situated by means of exhaust-pipe D. The valve-casing A isalso constructed with interiorly-projecting flanges ea, forming seatsfor the valves E E, which are respectively situated in the lower andupper portions of the said casing. As shown in the drawings, the valve Eis normally out of contact with its seat e, leaving a clear anduninterrupted passage-way from inlet-opening B to outlet-opening 0,while the valve E normally rests upon its seat 6', andthus closes theupper portion of the valve-casing, preventing the escape of any of thewater or steam through outlet D.

F represents the valve-rod, which, as shown, extends from a point asuitable distance above the valve-casing through the same to a point asuitable distance below the lower valve E. This valve-rod F is obviouslysecured to both of the valves and has its lower extremity situatedwithin the recess of the extension A of the valve-casing, which recessis made of suitable size to permit free vertical movement of the saidvalve-rod, but to prevent lateral movement thereof. The lower valve Ehas its base resting upon a coil-spring G, the pressure of which isnormally overcome by the ball or weight H, (when in its normal positionimmediately above the valve-rod and in line therewith,) causing thevalves to remain in their normal position, (shown in the drawings,) asmore fully hereinafter set forth. This ball or weight is supportedbymeans of the disk I, of a form preferably concavoconvex, and which issituated a suitable distance above the valve-casing in contact with theuppermost extremity of the valve-rod F. This disk I is surrounded by apocket J, of a depth greater than that of the said disk, and adapted toreceive and hold the weight when it has left the disk. The pocket J isrigidly secured in any approved manner to some suitable portion of thecar or locomotive within which the device is located.

From the foregoing the operation of my device will be readilyunderstood. The weight or ball H being in position immediately above thevalve-rod and in alignment therewith, the resiliency of the spring Gwill be overcome by the pressure of the said weight transmitted theretothrough the said valve-rod, and communication will be established andmaintained between inlet-openings B and outlet the heating medium thusbeing permitted to flow throughout the length of the train, while theupper portion of the valvecasing is closed by the valve E and any escapeof the heating medium therethrough prevented; but in the event of thelocomotive or the train receiving a sudden shocksuch as would be causedby a collision or the train leaving the trackthe weight will be causedto roll to one side or the other out of alignment with the valve-rod andinto the pocket J, and its pressure upon the springs ceasing the resil'iency of the same will automatically raise the valves E and E,respectively, to and from their seats, thus cutting off the furthersupply of the heating medium to the tubes conducting the same to thecars and opening communication through outlet 1) and exhaust-pipe D tothe exterior of the coach, so that any water or steam contained withinthe conducting-tube C at the time of the accident will be permitted toescape therefrom unobstructed. The valve being preferably situated atthe head end of the coach, the dangcrot injury to passengers fromscalding,

in the event of an accident to the train, is-

obviated, since whenever the coach lurches abnormally communication withexhaust-pipe D is established, exhausting the steam from pipe 0' withinthe coach, and synchronousiy therewith cutting oil": the incoming steamin pipe B.

Having now described the objects, uses, and advantages of my invention,and having described a preferred means of carrying the same into effect,what I believe to be new, and desire to secure by Letters Patent, andwhat I therefore claim, is

1. In a valve for car-heaters, the main casing having an upper escapeoutlct-opening, a lower supply inlet-opening, and an interme diate mainoutlet-opening, with pipes leading to and from said openings, incombination with upper and lower valves secured to a valve-rod extendingbeyond the top of the main casing, said rod having a spring coiled aboutits lower extremity, the upper valve, when raised, adapted to opencommunication between the main intermediate outlet-opening andescape-outlet and the lower valve, when lowered, adapted to opencommunication between the supply-inlet and main outlet, a disk connectedto the upper extremity of the valverod, a ball or weight supported bysaid disk and normally in alignmentwith said valve-rod, and a circulartrack or way secured to the car-body.

2. The main casing having a lower inletopening and a conducting-pipecoupled thereto, an. upper escape outlet-openin g having an exhaust-pipeconnected thereto, an, intermediate main outlet-opening situate on theopposite side of the main casing relatively to the said upper and loweropenings and having a radiating conducting pipe coupled thereto, incombination with upper and lower valves secured to a valve-rod whichextends beyond the top of the main casing and has its upper end securedto adisk and its lower extremity surrounded by a spring, a ball orweight supported by the said disk, and a curved track or way secured tothe car-body.

In testimony whereof I allix my signature in presence of two witnesses.

CHARLES F. MURDOGK.

\Vitnesses:

JNo. 13. ConLIss, Ron'r. McKINsTuv.

